As India accelerates its shift toward cleaner mobility, smarter urbanization, and strategic maritime infrastructure, Maharashtra is positioning itself at the forefront of this transformation.
From recalibrating its electric vehicle policy to launching one of the country’s most ambitious port-led development projects at Vadhawan, the state is pushing forward a multidimensional agenda—combining sustainability, technology, and regional economic growth.
In this wide-ranging conversation with Puja Banerjee and Ashutosh Mishra of ETGovernment, Sanjay Sethi, Additional Chief Secretary, Transport and Ports, Government of Maharashtra, speaks with ETGovernment about the state’s evolving policy landscape—from building an integrated EV ecosystem and redefining urban transport planning to catalyzing shipbuilding and port-centric industrialization.
With a sharp focus on implementation, public-private partnerships, and data-driven governance, Sethi lays out how Maharashtra aims to balance environmental imperatives, investor interests, and infrastructure demands in the coming decade.
Edited Excerpts:
Maharashtra’s EV policy has been in focus in the past few days. What are some of the key priorities under it?
Through the Maharashtra EV Policy 2025, the thrust is on increasing penetration by working on both demand and supply. We’re offering subsidies across all vehicle categories and have also waived motor vehicle tax. Two and three wheelers initially picked up, but we’re now pushing for four wheelers, commercial fleets, trucks, trailers, and utility vehicles like garbage contractors to come under the policy’s ambit. These categories were earlier left out of benefits, and that’s changing now.
Apart from that, charging is a central pillar under the policy. We’ve identified specific pockets – Pune, for example, has exceeded targets already. Mumbai, on the other hand, lagged behind because of multiple reasons. So we’re dealing with both the physical and regulatory bottlenecks. New rules now push for setting up charging stations in bus depots, fuel stations, and all new residential and commercial buildings. We aim to have one station every 25 km on the highways. The power regulator has also been roped in to ensure load management and pricing. So, we’re building a robust charging ecosystem to eliminate both supply and financial hurdles.Another big development in the port and maritime area is the Vadhawan port. What is the vision behind Vadhawan Port? Why is it being positioned as a key growth zone?
Vadhawan is not just a port, it’s an anchor for regional economic transformation. The idea is to not let ports function in isolation. Globally, successful models like Singapore show how a port area becomes an engine of commercial activity. We’re planning for the entire Vadhawan zone to be developed as an economic and employment hub – with logistics, manufacturing, services, and housing all integrated. This is the first central government port project with state equity. Decisions are being taken jointly so that both central and state objectives are aligned.
There is also a plan to promote shipbuilding and repair in Maharashtra. What’s the proposal?
India has begun promoting shipbuilding more actively, and the Centre has created a Maritime India fund that offers capital support. We’re working on a model where Maharashtra will develop basic shipbuilding infrastructure, similar to plug and play industrial parks, and offer it to private players. They bring in the machinery, manpower and operations. We’ll provide ready space, connectivity, and utilities. It’s being framed under PPP models, with room for leasehold or revenue sharing agreements.
Are you seeing investor interest in such a shipbuilding ecosystem?
The response from stakeholders has been positive. There’s a strong case for ship repair and mid-sized shipbuilding yards along the coast. Our job is to reduce entry barriers – by ensuring land availability, regulatory ease, and backend logistics. We’re currently ironing out the capital and policy components so these projects can move forward. Something like viability gap funding is also under consideration.
Switching to urban issues, what is the thinking around the state’s parking policy and congestion control?
The number of vehicles in cities has reached a point where PM 2.5 levels are far above standards. If this continues, people won’t be able to commute at all, and that affects everything from work to leisure. So we need stronger parking regulations. One of the proposals is proof of parking for vehicle purchase, not as a ban, but as a way to check unregulated growth. But we also need to expand public parking to avoid making it punitive for today’s generation. This must come from local urban bodies, via zoning, DC rules, and developer mandates.
Does this also involve a rethink of urban design and carrying capacity?
Urban transport can’t be solved in silos anymore. We have to assess how much traffic an area can realistically bear. If road capacity is saturated, we must regulate fresh inflow. At the same time, robust public transport and parking options must exist. We’ve had extensive discussions with stakeholders, and a multidisciplinary policy is in the works. But it has to be phased, equitable, and practically implementable.
There has been news about a possible consideration of regulating cab prices in Maharashtra. What is going on in that area?
We have received concerns around excessive fluctuations in cab pricing from citizens for quite some time now. So we have decided to come up with a framework that will define pricing slabs for aggregators. The idea is not to fix prices, but to create a band, say, a minimum and a maximum fare. It gives some leeway but prevents exploitation. The concern is both from commuters, who find surge pricing arbitrary, and from driver partners, who feel the commission structures are not transparent. So the policy will cover both. We’re studying different models and consultations with stakeholders are happening for now.
How is the transport department using technology like AI and IoT in its operations?
AI is deeply embedded already. We operate around 18,000 buses, and GPS based geofencing helps monitor routes and performance. Cameras and radar-based devices are used for speed enforcement, alert systems, and data analysis. From informing passengers about bus arrivals to detecting route deviations, technology is improving safety and efficiency. But we must use AI intelligently – not just for automation, but for insight and preventive decision-making.
What’s your policy approach when facing competing needs and limited resources?
The idea is to not just respond to individual complaints but to solve systemic problems. For instance, a local traffic jam may point to flawed planning or coordination. So if we’re drafting a policy, it should address root causes – not just be a patch. Each solution should be a stepping stone to something larger, not just a fix for one constituency.
